Fluid-pressure brake



Jan. 27, 1931, .1; N. GOOD 1,790,211

FLUID PRESSURE BRAKE Filed Jan. 26, 1,929

INVENTOR JOHN N. GOOD ATTOR EY Patented Jan. 27, 1931' v UN Err.

"AIR BRAKE COM?A.'L\TY, OF IFIILMERDING, PENNSYLVANIA; 1 CORPORATION 'OF .7 V IIENNSIYLVANIA FLUID-PRESSURE BRAKE Application f iedvll'anuaryas, Iieza'. seriaiiio. 335,184,

' This invention relates to fluid pressure 7 brakes, andmore particularly'to a brake controlling means inoperative to control the ing operatively connectedtothe valve 11- by r brakes. in passenger service,

equipment adapted to control the-brakes for different classes of service, such as passenger andrfreight service.

The pr ncipal ob]e ct of my invention is to provide a fluid pressure brake equipment adapted .to control the brakes in different classes ofservice and having means for automatically cutting in the brake controlling means for controlling the brakes in one class" of servicewhile rendering the other brake brakes in the following moredetailed description of the" invention.

' v In the accompanying drawing, the single figure is a diagrammatic view, partly in section, of a fluid pressure brake equipment e1n-.

vbodying my invention; v V The equipment may comprise a. valve device. l for. controlling the brakes in freight service, a valve device 2' for controlling the valve device 3, and a brake] cylinder5.

open communication V with the atmosphere,

. i and containing aslide valve 10, adapted to be operated bythe piston 8; :7 I, For controlling" the operation. of piston 8',

a slide valve 11' is provided and for operating said valve, a pair or flexible diaphragms 12 and Bare employed, said diaphragms bea stem 14, and the diaphragm18having a greater area than the diaphragm 'IQ.

The chamber 15 at one side-of thediaphragm 12 is connected toapassage 16, which leads to a passage 73, communicating with v{the usual brakefpipe 56. Thechamber 17, intermediate thediaphragms12-and- 13 is connected to a-passage18 leading to the seatof. slide valve 10, said passage containing a Other objects and advantages will appear.

change over I g liaust port 61, sothat piston chamber 6 is ,fThechange-over valve'device 3 may com prise a casing havinga piston chamber 6, con- 7 :tingthe spring ,6 taining a piston Sand .av valve chamber 9 in left hand positions 2 isicut olii'i tus is efiected according to the degree of standard brake pipe pressure carried. In passenger service a higher standard degree freightservice, and itpwill be assumed that in freight service, the standard brake pipe pressure carried is less'tha-n- 100 pounds,

passenger service is in excess of '1 00pounds.

Assuming a car equipped with the improved brake equipment to be connected in r a freight train, where the brake pipe pressureicarried is le'sstha'nlOO pounds, such degree ofjbrake pipe pressure acting in vdiaphragm chamber 15 is less than thepressure of spring-58, so that thediaphragmslQ and 13 andt-he slide valvell are maintained in their thespring, as SllOWIIlll the drawlngl:

maintained at atmospheric pressure, permit- 4 to hold the piston 8 in its Nth piston 8jinf'thisi position, the' sli de valve- 10 is positionedso' that cavity '71 con-. nect-s passage 72, leading to the auxiliary restroll'ing'valve, device 1', so Tthat "the valve de sure from the brakeipipe to jth'e' auxiliary reservoir when the" brakepifp'e is chargedwith' I 'fluid under pressured 'i of brake pipe'pressure is vcarried than in 7 upper orireight position by the' pressure of I, I

ervoiri69, ,lWihllfi passage" 7Q, 'leadingto the j auxiliary reservoir pipe 68' of the brake cone5 wice 1 i'sconnectedlto supplyfluid underpresso that brake pipe pressure with the pressure of spring Z7 holdslsaid valve piston to its lower seat, inlwhich communication from the brakepipe 56to pipe 54, leading to thepas- .7

senger service brake controlling valve device The pipe 78, through which the valve de- 60 whilethe standardbrake'pipepressure for brake cylinder, is connected to the brake cylinder 5, through passage 7 9, passage 84, cavity 83 in slide valve 10, passage 82, chamber.

' 81, and pipe 21.

Pipe 102, through which fluid under pres-- sure is supplied to the brake cylinder, by op- 7 eration of the valve device 2, is connected to a passage 101, leading to the seat of slide valve 10. But in the freight service position of slide valve 10, this passage is blanked. The brake pipe 56 being cut off from the valve device 2, said valve device is rendered inoperative to control the-brakes,.and since 7 the emergency reservoir 89 is therefore not charged with fluid under pressure, fluid under pressure, will not be'supplied through passage 91 to the diaphragm chamber 17.

WVhen it is desiredto efiect an application of the brakes, with the parts in freight service position, as above described, upon reducing the brake pipe pressure, the freight service brake device 1 is operated in the usual man ner to supply fluidundcr pressure from the auxiliary rese-rvoir 69 tothebrake cylinder 5. The'brakes may be released by increasing usual manner.

the brake pipe pressure, so that the valve device 1 is operated tojrelease fluid under pressure from thebrake cylinder 57in the If a car equipped with the improved apparatus be transferred from freight to pas senger service, upon charging the brake pipe to thehigher standard pressure carried in passenger service the higher brake pipe pressure of spring 58, soithat the diaphragms 12 15 is sufficient to overcome the opposing pressure of spring 58, so that the diaphragms 12 and 13 and slide valve 11 are shifted to their lower position, in which passage 97, leading past check valve 98 to' auxiliary reservoir pas- V sage 72', is connected, through cavity in slide valvell, with piston chamber 6. I g V Fluid under pres-sure'from thejauxiliary passage 59, leading to reservoir 69 is then supplied to 'pistonchamher 6 and piston {Sis thereupon shifted to the I right, movingthe slide valve'10 to' its pas-f sengerseryice position; V i f n hepa nge servlcepos tion, the-auxiliary. reservoir passage 72 is connected to the V auxil aryreservoir p pe 94 of the passenger -service valve device 2, through cavity 7 1, so

that when the valvedevi'ce, 2 is cut into op-v eration, the "auxiliary reservoir 69 willbe cha ged t flui u de Press e y Op tion of the passenger servicevalve device 2.

Passage 75,,lead'ing to the upper side of the valve piston 76, is connected to the atmfos- 7 phere, thrQughLportSS, solthat brake pipe pressure, acting'on the outer exposed area of l the valve piston, on its lower face, operates to hi tthev lvef piston o its upp s a an l thereby communication is established from the brake pipe56 to the pipe 54;, which is the brake pipe connection to the valve device 2.

The valve device 2 is thus connected up so that the parts thereof are supplied with fluid from the brake pipe, and passage 91 being blanked by slide valve 10, the emergency reservoir '89 is charged with fluid under pressure, by operation of the passenger service valve device 2. a

Passage 18 is connected, through a port f extension 103 of cavity 83, with passage 82,

1 so that when the brakes are applied,the diaphragm chamber 17 as well as -the' volume chamber 36, are charged .withfluid under v pressure as supplied to the brake cylinder.

Then the brake pipe pressure is reduced to eifect-an application ofthe brakes, the valve device 2is operated to supply fluid under pressure from the auxiliary reservoir 69 to the brake cylinder 5, while the valve device 1 is rendered inoperative, since the auxiliary reservoir is cut off froin'the valve I device 1.

The brakes may be released by increasing the brake pipe pressure, so that the valve device 2 is operated to release fluid under pressure from the brake cylinder '5, If, while operating in passenger service, the brake pipe employed in freight service, thechan'g'e-over valve device will remain in' the passenger service position, since the reduction inbrake pressure is reduced to a degreeless than that pi'pepressure' operates to apply the brakesp and since when the brakes are applied, fluid at the pressure supplied to the brake cylinder,

is also supplied through the port 103 and-passage 18 to thejdiaphragm chamber 17'. The fluid pressure thus sup lied to char'nber'l'? will then maintain the d iaphragms 12 and '13 in the passenger service position, although the brake pipe pressure in chamber" 15 is -reduced. I i I l WVhen' the brake pipe'pressure is increased to effect the release of the brakes, fluid under pressure is released from the ibrake'cylinder,

but the release of fluid from diaphragm chamber 17 and the volume chamber 36 is retarded, since" check valve'i33 prevents back flow through the main-passage, and fluid from'the' chamber 17 can be released only by ways; the restrictedbyepasspassage 34L The fluid pressure'in diaphragm chamber 17 is thus prevented from dropping quick enough to allow the upper movement of the diaphra'gms 12 and 13 until the brake. pipe pressure has been sufficiently-restored to prohaving been reducedifrom the passenger servicestandard to the freight service stands. will be maintained the :pas-

' hereinbefore described.

Fluid under pressure in the emergency. reservolr 89 1s vented to the atmosphere, 1n the freight service position of sllde valve 10,

through port'92. Diaphragm chamber 17 is connected, through passage 18, port 34, and port 93,: with valve chamber 9 and the atmosphere, so that fluid under pressure is not suppliedto said chamber in the freight service position. I I

While one illustrative embodiment of the invention has been described in detail, it is not my intention to limit its scope to that embodiment or otherwise than bv the terms of the appended claims. a

Having now described my invention, what I claim as new and desire to secure by Letters Patent, is I V v 1. In a fluid'pressure brake equipment, the combination with a brake pipe, brake cylinder, and two valve devices for controlling;

the brakes in different classes of service, of valve means operative to render one of said valve devices operative to control the brakes while the other device is rendered inoperative, and means controlled by brake pipe pressure for controlling the operation [of said valve means, said means being subject to brake cylinder pressure upon applying the brakes. V V V 2. Ina fluid pressure brake equipment, the

V combination with a brake p'ipe, brake cylin- :der, and two valve devices for controlling the brakes in differentclasses of service, of

valvemeans operative to render one of said valve devices operative to control the brakes while the other device is rendered inoperaitive, and means controlled by brake pipe brake cylinder pressure upon applying the brakes by operation of one of said valve de- "service, of valve means operative to render one of said valve devices operative to control the brakes while the other valve device is rendered inoperative, and means conmeans being subjected to brake cylinder pressure in applying the .brakes by operation of the passenger service valve device to thereby prevent movement of sa d means from passenger service position. I

4. In a fluid pressure brake equ pment,

the combination with a brake pipe, brake cylinder, and two brake'controlling valve devices, of a change-overvalve device movable to a pos1t1on,by lnc'rease 1n fluid under pressure, for-connecting the brake pipe to one brake controlling valve device and valve means operated by brake pipe pressure for supplying fluid under pressure to said change-over valve device, said valve means be ng sub ect to brakecyllnder pressure with the change-over valve device said;

position. r

5. In a fluid pressure brake equipment, the V combination with a brake pipe, brake cylinder, and two brake controlling valvedevices, y

of a change-over valve device movable'to a position, by increase in fluld under pressure,

for connecting the brake pipe'to, one brake controlling valve vdevice and valve means operated by brake pipe pressure for supplying fluid under pressure to said change-over valve device, said valve means being supplied with fluid at brake cylinder pressure in applying the brake s, and means for retarding the release of "fluid supplied to said valve means. i V

In testimony whereof I have'hereunto set my hand, this 21st day of January, 1929.

JOHN N; GOOD.

ilo

pressure for controlling the operation ofsaid valve means, said means be ng sub ect to v trolled by brake pipe pressure forcontrolling"- the operation of said valve means, said 

